Flying platform construction

ABSTRACT

A flying platform type of helicopter. A generally vertical, nonrotating main shaft has the platform affixed to its upper end and a landing gear attached to its lower end. A rotor member is rotatably mounted on the fixed shaft and is driven by one or more jet engines mounted thereon. A circular rotating fuel tank is mounted on the fixed shaft generally coaxially thereof.

United States Patent Inventor Eugene M. Gluhareff 18518 S. Broadway,Gardena, Calif. 90247 Appl. No. 718,641 Filed Nov. 1, 1967 Patented Feb.2, 1971 Substitute for application Ser. No. 802,333, Mar. 27, 1959abandoned.

FLYING PLATFORM CONSTRUCTION 13 Claims, 5 Drawing Figs.

US. Cl 244/17.17, 244/4, 244/17. 19: 416/21 Int. Cl B64c 27/18 Field ofSearch 244/l7.21,

17.23,12,23,17.25,17.27,17.11,4, 17.19, 17.17; l70/160.25; 170/160.43,160.44, l35.4;4l6/21,22

[56] References Cited UNITED STATES PATENTS 2,371,687 3/1945 Gerhardt244/17. 17 2,5 85,468 2/1952 lsacco 170/ l 35.4X 2,847,173 8/1958McCarty,.lr 244/17.ll 2,920,841 1/1960 Junker 244/4 PrimaryExaminerMilton Buchler Assistant Examiner-Paul E. SaubererAttorney-Albert L. Gabriel ABSTRACT: A flying platform type ofhelicopter. A generally vertical, nonrotating main shaft has theplatform affixed to its upper end and a landing gear attached to itslower end. A rotor member is rotatably mounted on the fixed shaft and isdriven by one or more jet engines mounted thereon. A circular rotatingfuel tank is mounted on the fixed shaft generally coaxially thereof. 4

PATENTED FEB 2m SHEET 1 [IF 2 EIUGEME M. 6/. Ul-IHEEFF INVENTOR.

FLYING PLATFORM CONSTRUCTION It is noted that this application is asubstitute for noncopending abandoned application Ser. No. 802,333.filed Mar. 27. I959.

BACKGROUND OF THE INVENTION My present invention relates generally tohelicopters. and it relates more particularly to helicopters of the typecommonly referred to as Flying Platforms" in which the pilot stands on asuitable platform and controls the azimuthal direction of flight of theaircraft by leaning in the desired direction of Prior art attempts toprovide a flying platform" type of aircraft have involved the use of aducted fan construction in which a central engine drives a pair ofcounterrotating blades which rotate within a contoured, verticallyoriented duct. Vertical lift was provided to such prior art ducted fanflying platfonns by a combination of the downward air thrust provided bythe counterrotating blades, and also by a small amount of lift resultingfrom an airfoil action of the ducted air flowing over the contouredupper lip of the duct.

However, such prior art ducted fan flying platforms had manydisadvantages which rendered them impractical for most purposes. Forexample, the blade length or diameter of the counterrotating blades wasvery small, so that proper advantage could not be taken of airfoilaction therein.

The small overall diameter of such prior art ducted fan platforms causedthe centered engine, the platform, the fuel tank and other parts tosubstantially interfere with the smooth flow of air therethrough,further decreasing the efficiency thereof. Also, the requirement of atransmission between the engine and the counterrotating propellers,coupled with the relatively high speed at which these propellersrotated, introduced a substantial amount of friction losses in the powertrain, further reducing the efficiency. Counterrotating propellers wereessential in these prior art ducted fan devices in order to counteractthe torque that would otherwise be applied to the platform by drivingthe propeller with a stationary engine coupled to the platform. Thesecounterrotating propellers had to have differential pitch control inorder to adjust the torque and to control the azimuthal positioning ofthe craft, thus further complicating the construction.

SUMMARY OF THE INVENTION In view of these and other problems inconnection with prior art flying platforms, it is an object of mypresent invention to provide a novel flying platform embodying a rotorthat is driven by jet engines, whereby torque and friction problems arereduced to an absolute minimum, and counterrotating blades are notrequired.

Another object of my present invention is to provide a flying platformconstruction of the character described in which the platform, fueltank, landing gear and supporting structures are all centrally mountedwith the rotor blades being spaced radially outward therefrom, wherebythere is no substantial interference with the flow of air over and pastthe blades, and whereby the stability of the craft is substantiallyincreased by the relatively wide diameter through which the rotor bladesoperate.

Another object of my present invention is to provide a flying platformof the character described in which liquid fuel is con tained in acircular fuel tank which rotates synchronously with the rotor, wherebythe liquid fuel will be held in stable position by centrifugal forceduring flight, and will not slosh to vary the center of gravity, andwhereby a substantial gyroscopic action will be provided by the rotationof the fuel and fuel tank.

A further object of my present invention is to provide a flying platformof the character described which has a minimum of movable parts and inwhich the control and operating mechanisms are relatively simple,whereby the likelihood of trouble or failure during flight is greatlyminimized Other objects and advantages of my present invention will beapparent from the following description and claims, the novelty of mypresent invention consisting in the features of construction, thecombination of parts. and the novel relations of the members and therelative proportioning, disposition and operation thereof all as is morecompletely described herein and as is particularly pointed out in theappended claims.

In at the accompanying drawings. forming a part of my presentapplication:

BRIEF DESCRIPTION OF THE DRAWINGS FIG. I is a side elevation view of mycompletely assembled flying platform.

FIG. 2 is a top plan view of my flying platform shown in FIG. I.

FIG. 3 is a fractional elevation view, partly in section, illustratingthe details of construction of the working parts of my inventioncentered about the man main vertical shaft.

FIG. 4 is a horizontal section taken on the line 4-4 in FIG. 3.

FIG. 5 is a vertical section taken on line 5-5 in FIG. 3.

DETAILED DESCRIPTION Referring to my drawings, and at first to FIGS. Iand 2 thereof, my flying platform 10 includes a preferably discshapedplatform member 12 upon which the pilot may stand or be otherwisepositioned. I provide a suitable railing 14 preferably composed oflightweight tubing which extends upwardly from the platform member 12,and upon which is supported the instrument panel l6, having an ignitionbutton l8 thereon for firing the jet engines. A throttle lever 20 isoperatively associated with the instrument panel l6, and a collectivepitch control stick 22 is disposed at the left side of the railing I4and instrument panel 16, the pitch control stick 22 being mechanicallycoupled with the rotor blades in the manner hereinafter described indetail to permit the pitch of the rotor blades to be selectively variedto raise and lower the flying platform l0.

Extending downwardly from the center of the platform member 12 is avertical shaft assembly 24, at the bottom of which is my landing gearassembly 26 which is integrally mounted in fixed relationship to theplatform member 12. The landing gear assembly 26 preferably includes apair of generally horizontal, spaced skids 28.

I provide a rotor hub 30 which is rotatably mounted on the verticalshaft assembly 24, with a pair of generally horizontal rotor shafts 32and 34 extending in opposite directions outwardly from the hub 30. Rotorshafts 32 and 34 are rotatably mounted in respective bearing assemblies36 and 38 in order to be rotatable about a generally horizontal linerelative to the rotor hub 30 for pitch adjustment as hereinafter morefully described.

The rotor blades 40 and 42 are integrally mounted at the outer ends ofthe respective rotor shafts 32 and 34, and jet engines 44 and 46 areintegrally mounted at the other ends of the respective rotor blades 40and 42.

I presently prefer to employ jet engines 44 and 46 which burn liquidpropane as a fuel, although it is to be understood that any suitable jetengines or fuels may be employed without departing from my presentinvention My fuel tank 48 is rotatably mounted on the vertical shaftassembly 24 above the rotor and below the platform member 12. Fuel tank48 is preferably torus-shaped, and may be made of any suitablelightweight material, such as plastic impregnated fiber glass. Fuel tank48 is mounted on a suitable support structure 50 that is rotatablymounted on the vertical shaft assembly 24 in the manner hereinafter morefully described.

I provide an azimuth control tin 52 which extends substantiallyhorizontally rearwardly from the platform member 12, the fin 52 beingmounted on substantially horizontal fin shaft 54 which is rotatable toprovide the desired vertical tilting of the tin 52.

Fin shaft 54 is rotatably mounted in a suitable support bracket 56, andhas a radially extending arm 58 integrally connected thereto, the arm 58being connected at its other end to rod 60 which passes under platformmember l2 and is operatively connected at its forward end to a suitableactuator pedal 62. It will be apparent that manipulaton of actuatorpedal 62 by a foot of the operator will cause corresponding adjustment-of the tilt of fin 52, to permit azimuthal control of the craftresulting from the force of downwardly flowing air on the fin 52.

Referring now particularly to FIGS. 3. 4 and 5 of the drawings, 1provide a main vertical shaft 64 which is integrally attached to theplatform member 12 at its top. and to the landing gear assembly 26 atits bottom.

A quill shaft 66 is rotatably mounted over the main shaft 64, havingsuitable upper and lower bearings 68 and 70, respectively.

My rotor hub 30 is mounted over the lower end of quill shaft 66, anddirectly above rotor hub 30, likewise mounted over quill shaft 66, is acentral sleeve 72 which forms an integral. central part of the fuel tanksupport structure 50.

I provide a vertical key slot in quill shaft 66 which is opposite boththe rotor hub 30 and the central fuel tank support sleeve 72, and Iprovide mating key slots 76 and 78 in the inner walls of rotor hub 30and fuel tank support sleeve 72, respectively. In this manner, both therotor hub 30 and the fuel tank support structure 50 are keyed directlyto the quill shaft 66 so that quill shaft 66, the rotor assembly mountedon hub 30, and the fuel tank 48 and its supporting structure 50 allrotate synchronously.

I provide a pitch actuator sleeve 80 that is vertically slidably mountedover the upper portion of quill shaft 66. A vertical slot 82 in quillshaft 66 is engaged by a screw 84 through sleeve 80 to cause the pitchactuator sleeve 80 to rotate with quill shaft 66, even though it isvertically slidable relative to quill shaft 66.

Pitch links 86 and 88 are hingedly connected at their upper ends torespective ears 90 and 92 on opposite sides of pitch actuator sleeve 80near the end thereof, the pitch links 86 and 88 being pivotallyconnected to respective horns 87 on rotor shafts 32 and 34, in themanner best shown in FIG. 3 of the drawings. By this construction,vertical sliding movement of pitch actuator sleeve 80 will adjust thecollective pitch of the rotor blades 40 and 42.

I provided a pitch control ring 94 which is mounted over pitch actuatorsleeve 80 near its upper end on a suitable bearing ring 96, wherebypitch actuator sleeve 80 will be free to rotate within ring 94 withoutrotation of ring 94.

The pitch actuator sleeve 80 and pitch control ring 94 are covered by acylindrical cover member or can 98, which is provided with oppositevertical slots 100 through which lateral members 102 integrally attachedto opposite sides of pitch control control ring 94 extend.

Link members I04 are pivotally connected to the outer ends of lateralmembers l02 and extend upwardly therefrom, being pivotally connected attheir upper ends to respective lever arms l06 which are in turn fixedlymounted on coaxial tubular shafts I08,

Tubular shafts 108 are rotatably mounted in a fixed support post "0which is fixed in position relative to the platform member 12 and themain vertical shaft 64. The fixed support post 110 also supports thetubular cover or can" 98.

Lever arms 2 integrally attached to the tubular shafts I08 are attachedat their outer ends to the the lower end of collective pitch control rod4 which extends upwardly as best shown in FIG. 1 of the drawings, to behingedly connected to the collective pitch control stick 22.

Maniuplation of the collective pitch control stick 22 to move thecontrol rod ll4 will in turn move lever arms "2, causing rotation oftubular shafts l08 and corresponding movement of lever an'ns l06,thereby causing vertical movement of link members 104, lateral members102 and hence the pitch control ring 94. Such vertical movement of thepitch control ring 94 will cause a corresponding vertical movement ofthe pitch actuator sleeve 80 and the pitch links 86 and 88, therebyvarying the collective pitch of the rotor blades 40 and 42 by rotatingthe rotor shafts 36 and 38 in opposite directions.

I provide a fuel actuator ring 116 which is vertically slidable over theoutside of tubular cover or can" 98, ring 116 being provided with anannulargroove 118.

A fuel needle valve T20 is mounted on the fuel tank support structure 50adjacent to fuel actuator ring "6. Valve 120 is provided with a valvelever 122. the free end of which rides in the annular groove "8, wherebyvertical movement of the fuel actuator ring "6 will move the fuel valvelever 122 to any desire desired positiori' between the open and closedpositions. It is to be noted that the fuel actuator ring 116, whilebeing vertically slidable over can 98, does not rotate relative to can"98.

A suitable fuel conduit 124 operatively connects the inside of fuel tank48 with the inlet pen of valve 120. A similar fuel conduit 126 isopcratively connected to suitable fuel lines (not shown) extendingoutwardly through the rotor shafts 36 and 38 to the jet engines 44 and46. Since the fuel tank 48 and valve 120 rotate synchronously with therotor hub 30 and rotor shafts 32 and 34, the operative connections ofthe fuel conduit 126 from valve 120 to the fuel conduits (not who shown)leading outwardly along the rotor shafts 36 and 38 are not of anycritical construction. However, if desired, the fuel line 126 may extendradially inwardly along one of the radial tubing members of the fueltank support sleeve 72, from whence the fuel may be conducted downwardlythrough the inside of a suitable sealing ring (not shown) to the insideof hub 30, from which the fuel may be conducted radially outwardlythrough the rotor shafts 36 and 38.

Link members 128 are pivotally connected at theirlower ends to oppositesides of fuel actuator ring "6, the upper ends of links 128 beingpivotally connected to levers 130 integrally mounted on shaft 132 whichextends centrally through the tubular shafts l08. A suitable throttlecable or other linkage member 134 extends upwardly from a lever arm 13]integrally attached to one of the levers .130, the upper end of throttlecable 134 being operatively connected to the throttle lever 20associated with the instrument panel l6.

it will be apparent that manipulation of the throttle lever 20 to causevertical movement of throttle cable 134 will cause a correspondingmovement of lever arm l3] and levers B0 to vertically shift the links 128 and the fuel actuator ring 116. The actuator ring 6 willcorrespondingly shift the position of fuel valve lever l22 to adjust theamount of fuel flow to the jet engines 44 and 46 from fuel tank 48.

Having described the details of construction of my present invention,and the manner in which the various individual components function, 1will now briefly describe the overall operation of my present flyingplatform.

The operator mounts the platform member 12, preferably in a standingposition because this permits the operator to shift his weight moreeasily as desired to control the direction of flight. The jet enginesare then fired up by depressing the ignition button 18 on the instrumentpanel l6. When the engines have suitably warmed, the throttle lever 20and the collective pitch control stick 22 are concurrently manipulatedby opposite hands of the operator to provide the desired amount ofvertical life for a vertical takeoff. However, throttle and pitch arelinked together so as to compensate for extra fuel flow with increase ofblade pitch, this linkage preferably being provided by means (not shown)for selectively mechanically locking the throttle lever 20 to pitchstick 22. The upward and downward movements of the craft are thencontrolled by suitable manipulation of the collective pitch controlstick 22 and the throttle lever 20 at all times during flight.

The orientation of the platform 12 and of the. operator may be simplycontrolled by merely manipulating the control fin actuator pedal 62 toadjust the tilting of the control fin 52. The only reaction torque inthe system that must be compensated for by fin 52 is merely the verysmall amount of friction involved in the rotation of quill shaft 66about the main vertical shaft 64, and also minute amounts of frictioninvolved pitch actuator sleeve control ring 94 and the fuel valve leverl22 riding in the annular groove 8. These are easily compensated for bythe control fin 52.

In order for the pilot to fly in any particular direction. all the thatis necessary is for the pilot to lean in that direction. thus shiftingthe center of gravity of the entire flying platform aircraft l0 in thatdirection. whereby part of the lifting force of the rotor blades 40 and42 will be translated into a horizontal force in the direction in whichthe pilot leans. ln this'manner, the craft can be moved in any azimuthaldirection, even backward. by a mere shifting of the operators weight,

In order to land the craft. all that is necessary is to again manipulatethe throttle lever and the collective pitch control stick 22 in order toreduce the amount of lift provided by the rotor blades 40 and 42,whereby the craft will descend at the desired rate for the landing.

It will be apparent that l have provided a greatly simplified flyingplatform construction, requiring only one rotor member and only a singlecollective pitch control rather than counterrotating propellers withdifferentially adjustable pitches, It will also be apparent that mypresent apparatus is highly efficient. taking full advantage of therelatively large airfoils of the rotor blades 40 and 42, and not havingany substantial interference with the downward flow of air created bythe rotor blades 40 and 42.

My flying platform therefore has an increased carrying capacity,permitting it to carry greater payloads and to carry greater quantitiesof fuel, thus increasing the range.

By providing my rotating torus-shape fuel tank 48, l eliminate shiftingof the center of gravity by sloshing of the liquid fuel as the fuel willbe held firmly in a fixed annular position during flight of the aircraftbecause of centrifugal force. The rotating fuel and fuel tank 48 alsoprovide a stabilizing gyroscopic action which further stabilizes mycraft in flight.

it is to be understood that the form of my invention herein shown anddescribed is my preferred embodiment and that various changes in theshape, size and arrangement of parts may be resorted to withoutdeparting from the spirit of my invention.

I claim:

1. A helicopter construction including a pilot support member, a fixedshaft integrally attached at its upper end to said support member andextending downwardly therefrom, a rotor hub rotatably mounted on saidshaft, a pitch actuator sleeve rotatably and vertically slidably mountedon said shaft, said pitch actuator sleeve being mechanically coupled tosaid rotor hub to rotate synchronously therewith, a rotor blade memberrotatably mounted on said rotor hub and extending radially outwardlyfrom said hub, a link member connected at one end to sad said pitchactuator sleeve and at its other end to said rotor blade member at apoint spaced from the center of rotation of said blade member on saidrotor hub, whereby vertical movement of said pitch actuator sleeve willcause corresponding rotation of said blade member on said hub, pitchcontrol means for vertically sliding said pitch actuator sleeve on saidshaft to rotate said blade member and thereby adjust the pitch of saidblade member, a jet engine mounted on said rotor member, a circularlyarranged fuel tank means adapted to contain liquid fuel axiallyrotatably mounted on said shaft and mechanically coupled to said rotorhub to rotate synchronously therewith, and a fuel conduit from said fueltank means to said rotor blade member to provide fuel to said jetengine.

2. The helicopter construction of claim in l in which said rotor hub andsaid fuel tank means are both mounted on said shaft below said pitchactuator sleeve.

3. The helicopter construction of claim 1 in which said fuel tank meansis mounted on said shaft below said pitch actuator sleeve, and saidrotor hub is mounted below said fuel tank means.

4. The helicopter construction of claim 1 in which a plurality of saidblade members are rotatably mounted on said hub member, being spacedapart at regular intervals, each of said blade members being operativelyconnected in the same manner to said pitch actuator sleeve by a separateone of said link members. whereby vertical movement of said pitchactuator sleeve will adjust the collective pitch of said rotor members.

5 The helicopter construction of claim I in which an elongated quill isrotatably mounted on said fixed shaft. said rotor hub and said fuel tankmeans being fixedly mounted on said quill shaft to rotate synchronouslytherewith. said pitch actuator sleeve being vertically slidably mountedon said quill shaft and keyed to said quill shaft against rotationrelative to said quill shaft.

6. The helicopter construction of claim 5 in which said rotor hub andsaid fuel tank means are both mounted on said quill shaft below saidpitch actuator sleeve.

7. The helicopter construction of claim 5 in which said fuel tank meansis mounted on said quill shaft below said pitch actuator sleeve, andsaid rotor hub is mounted below said fuel tank men means.

8. The helicopter construction of claim 5 in which a plurality of saidblade members are rotatably mounted on said hub member, being spacedapart at regular intervals, each of said blade members being operativelyconnected in the same manner to said pitch actuator sleeve by a separateone of said link members whereby vertical movement of said pitchactuator sleeve will adjust the collective pitch of said rotor members.

9. The helicopter construction of claim 5 in which a landing gearassembly is fixedly mounted on said fixed shaft below said quill shaft.

10. A helicopter construction including a pilot support member, a fixedshaft integrally attached at its upper end to said support member andextending downwardly therefrom, a pitch actuator sleeve rotatably andvertically slidably mounted on said shaft, a fuel tank support structurerotatably mounted on said shaft below said pitch actuator sleeve, acircular fuel tank adapted to contain liquid fuel axially mounted onsaid fuel tank support structure, a rotor hub rotatably mounted on saidshaft below and said fuel tank support structure, a rotor blade memberrotatably mounted on said rotor hub and extending radially outwardlyfrom said hub, a jet engine mounted on said blade member, mechanicalcouplings between said pitch actuator sleeve, said fuel tank supportstructure and said rotor hub whereby these three members will rotatesynchronously, a link member connected at one end to said pitch actuatorsleeve and at its other end to said rotor blade member at a point spacedfrom the center of rotation of said blade member on said to rotor hub,whereby vertical movement of said pitch actuator sleeve will causecorrespond ing rotation of said blade member on said hub, a ring memberwithin which said pitch actuator sleeve is rotatably mounted said ringand pitch actuator sleeve members being held in fixed verticalrelationship with respect to each other, a downwardly openingcylindrical can fixedly mounted on said shaft and extending downwardlyover said pitch actuator sleeve, means extending through an opening insaid can operatively connected to said ring to vertically shift saidring and pitch actuator sleeve to control the pitch of said blademember, a fuel actuator ring vertically slidable and nonrotatable on theoutside of said can, means operatively connected to said fuel actuatorring for vertically shifting said fuel actuator ring on said can, a fuelconduit from said fuel tank to said rotor blade member to provide thefuel to said jet engine, a fuel valve mounted on said fuel tank supportstructure and operatively disposed in said fuel conduit to control theflow of fuel through said fuel conduit, and a valve control levermounted on said valve and annularly engaged by said fuel actuator ringwhereby vertical movement of said fuel actuator ring will adjust theposition of said valve control lever.

11. A helicopter construction of claim 10 in which a quill shaft isrotatably mounted on said fixed shaft, a said rotor hub and said fueltank support structure being fixedly mounted on said quill shaft andsaid pitch actuator sleeve being keyed to said quill shaft.

tor sleeve will adjust the collective pitch of said rotor members.

13 The helicopter construction ofclaim 12 in which a landing gearassembly is fixedly mounted on said fixed shaft below said quill shaftand said rotor hub.

1. A helicopter construction including a pilot support member, a fixedshaft integrally attached at its upper end to said support member andextending downwardly therefrom, a rotor hub rotatably mounted on saidshaft, a pitch actuator sleeve rotatably and vertically slidably mountedon said shaft, said pitch actuator sleeve being mechanically coupled tosaid rotor hub to rotate synchronously thErewith, a rotor blade memberrotatably mounted on said rotor hub and extending radially outwardlyfrom said hub, a link member connected at one end to sad said pitchactuator sleeve and at its other end to said rotor blade member at apoint spaced from the center of rotation of said blade member on saidrotor hub, whereby vertical movement of said pitch actuator sleeve willcause corresponding rotation of said blade member on said hub, pitchcontrol means for vertically sliding said pitch actuator sleeve on saidshaft to rotate said blade member and thereby adjust the pitch of saidblade member, a jet engine mounted on said rotor member, a circularlyarranged fuel tank means adapted to contain liquid fuel axiallyrotatably mounted on said shaft and mechanically coupled to said rotorhub to rotate synchronously therewith, and a fuel conduit from said fueltank means to said rotor blade member to provide fuel to said jetengine.
 2. The helicopter construction of claim in l in which said rotorhub and said fuel tank means are both mounted on said shaft below saidpitch actuator sleeve.
 3. The helicopter construction of claim l inwhich said fuel tank means is mounted on said shaft below said pitchactuator sleeve, and said rotor hub is mounted below said fuel tankmeans.
 4. The helicopter construction of claim l in which a plurality ofsaid blade members are rotatably mounted on said hub member, beingspaced apart at regular intervals, each of said blade members beingoperatively connected in the same manner to said pitch actuator sleeveby a separate one of said link members, whereby vertical movement ofsaid pitch actuator sleeve will adjust the collective pitch of saidrotor members. 5 The helicopter construction of claim l in which anelongated quill is rotatably mounted on said fixed shaft, said rotor huband said fuel tank means being fixedly mounted on said quill shaft torotate synchronously therewith, said pitch actuator sleeve beingvertically slidably mounted on said quill shaft and keyed to said quillshaft against rotation relative to said quill shaft.
 6. The helicopterconstruction of claim 5 in which said rotor hub and said fuel tank meansare both mounted on said quill shaft below said pitch actuator sleeve.7. The helicopter construction of claim 5 in which said fuel tank meansis mounted on said quill shaft below said pitch actuator sleeve, andsaid rotor hub is mounted below said fuel tank men means.
 8. Thehelicopter construction of claim 5 in which a plurality of said blademembers are rotatably mounted on said hub member, being spaced apart atregular intervals, each of said blade members being operativelyconnected in the same manner to said pitch actuator sleeve by a separateone of said link members whereby vertical movement of said pitchactuator sleeve will adjust the collective pitch of said rotor members.9. The helicopter construction of claim 5 in which a landing gearassembly is fixedly mounted on said fixed shaft below said quill shaft.10. A helicopter construction including a pilot support member, a fixedshaft integrally attached at its upper end to said support member andextending downwardly therefrom, a pitch actuator sleeve rotatably andvertically slidably mounted on said shaft, a fuel tank support structurerotatably mounted on said shaft below said pitch actuator sleeve, acircular fuel tank adapted to contain liquid fuel axially mounted onsaid fuel tank support structure, a rotor hub rotatably mounted on saidshaft below and said fuel tank support structure, a rotor blade memberrotatably mounted on said rotor hub and extending radially outwardlyfrom said hub, a jet engine mounted on said blade member, mechanicalcouplings between said pitch actuator sleeve, said fuel tank supportstructure and said rotor hub whereby these three members will rotatesynchronously, a link member connected at one end to said pitch actuatorsleeve and at its other end to said rotor blade member at a point spacedfrom tHe center of rotation of said blade member on said to rotor hub,whereby vertical movement of said pitch actuator sleeve will causecorresponding rotation of said blade member on said hub, a ring memberwithin which said pitch actuator sleeve is rotatably mounted said ringand pitch actuator sleeve members being held in fixed verticalrelationship with respect to each other, a downwardly openingcylindrical can fixedly mounted on said shaft and extending downwardlyover said pitch actuator sleeve, means extending through an opening insaid can operatively connected to said ring to vertically shift saidring and pitch actuator sleeve to control the pitch of said blademember, a fuel actuator ring vertically slidable and nonrotatable on theoutside of said can, means operatively connected to said fuel actuatorring for vertically shifting said fuel actuator ring on said can, a fuelconduit from said fuel tank to said rotor blade member to provide thefuel to said jet engine, a fuel valve mounted on said fuel tank supportstructure and operatively disposed in said fuel conduit to control theflow of fuel through said fuel conduit, and a valve control levermounted on said valve and annularly engaged by said fuel actuator ringwhereby vertical movement of said fuel actuator ring will adjust theposition of said valve control lever.
 11. A helicopter construction ofclaim l0 in which a quill shaft is rotatably mounted on said fixedshaft, a said rotor hub and said fuel tank support structure beingfixedly mounted on said quill shaft and said pitch actuator sleeve beingkeyed to said quill shaft.
 12. The helicopter construction of claim llin which a plurality of said blade members are rotatably mounted on saidhub member, being spaced apart at regular intervals, each of said blademembers being operatively connected in the same manner to said pitchactuator sleeve by a separate one of said link members, whereby verticalmovement of said pitch actuator sleeve will adjust the collective pitchof said rotor members. 13 The helicopter construction of claim 12 inwhich a landing gear assembly is fixedly mounted on said fixed shaftbelow said quill shaft and said rotor hub.